Neighborhood Main Street

Neighborhood main streets are a nexus of neighborhood life, with high pedestrian volumes, frequent parking turnover, key transit routes, and bicyclists all vying for limited space.

The street illustrated below depicts a 64-foot roadway within a 94-foot right-of-way.

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Before

After

Benefits and Considerations

Main street design should limit traffic speeds and create a narrower cross section with frequent, well-designed pedestrian crossings. In recent years, many main streets have been significantly improved through road diets and the conversion from 4 to 3 (or 6 to 5) lanes of travel with bike lanes and a center turning lane or median.

Existing Conditions

The illustration above depicts a main street with 4 lanes of traffic. With medium traffic volumes and high pedestrian activity, the street has significant potential for regeneration as a retail district, yet currently underperforms for those who shop, eat, and walk there. Frequent destinations have resulted in multiple turning and weaving conflicts along the street.

14-lane configurations have been shown to increase rear-end and sideswipe vehicle crashes and pose a higher pedestrian crash risk.1

Recommendations

While road diets are not appropriate on all 4-lane cross sections, streets carrying up to 25,000 vehicles per day function effectively with 3 lanes, depending on the traffic volumes of nearby adjacent streets.2

The weaving line in the 4-lane configuration shows the pattern of a driver avoiding double-parked vehicles and drivers turning left and right.In a 3-lane configuration, the weaving and conflicts are eliminated.

Road diets can improve traffic flow and reduce conflicts with turning vehicles, while increasing a road’s efficiency by channeling turning vehicles out of the through lanes. Streets designed with either 2 lanes or a 2-way left-turn lane can cut crash risk by nearly half.3

Implementation of a road diet should consider the availability of parallel routes, the potential for mode shift, and the channelization of traffic using additional signals.

2Turn lanes can help to eliminate weaving conflicts on 4-lane roads. As an alternative to the illustration above, a 6-foot pedestrian safety island can be retained in the above configuration by tapering the bike lane buffer near the intersection and shifting the through lanes to the right.

3
The application of a road diet may be carried out in two phases, the first consisting solely of striping and a center turn lane, and the second, of medians and plantings to complement the center lane.(See Interim Design Strategies)

Brooklyn's Vanderbilt Avenue was reconfigured in two stages. An initial redesign was carried out using only striping and buffers. An upgrade added concrete pedestrian safety islands several years later.

4
From an economic standpoint, road diets often rank favorably with business owners and have a positive impact on local business activity.4

Parklets in San Francisco are often situated on neighborhood streets teeming with commercial and pedestrian activity.

7
Streets with both heavy freight and parking demand, as well as on-street bike lanes, benefit from dedicated loading zones near the intersection. Loading zones help reduce obstruction of the bike lane and make deliveries easier for businesses. Loading zones can be striped and signed, or managed for off-peak deliveries.

References

Alan M. Voorhees Transportation Center. “Design of New Jersey’s Main Streets.” Newark: Voorhees Transportation Policy Institute, Edward J. Bloustein School of Planning and Public Policy, Rutgers State University of New Jersey, 2004.